660 

14 CFR Ch. I (1–1–19 Edition) 

§ 29.1337 

mode of operation. Selector switch po-
sition is not acceptable as a means of 
indication. 

(Secs. 313(a), 601, 603, 604, and 605 of the Fed-
eral Aviation Act of 1958 (49 U.S.C. 1354(a), 
1421, 1423, 1424, and 1425); and sec. 6(c), Dept. 
of Transportation Act (49 U.S.C. 1655(c))) 

[Amdt. 29–14, 42 FR 36973, July 18, 1977] 

§ 29.1337

Powerplant instruments. 

(a) 

Instruments and instrument lines. 

(1) Each powerplant and auxiliary 
power unit instrument line must meet 
the requirements of §§ 29.993 and 29.1183. 

(2) Each line carrying flammable 

fluids under pressure must— 

(i) Have restricting orifices or other 

safety devices at the source of pressure 
to prevent the escape of excessive fluid 
if the line fails; and 

(ii) Be installed and located so that 

the escape of fluids would not create a 
hazard. 

(3) Each powerplant and auxiliary 

power unit instrument that utilizes 
flammable fluids must be installed and 
located so that the escape of fluid 
would not create a hazard. 

(b) 

Fuel quantity indicator. 

There 

must be means to indicate to the flight 
crew members the quantity, in gallons 
or equivalent units, of usable fuel in 
each tank during flight. In addition— 

(1) Each fuel quantity indicator must 

be calibrated to read ‘‘zero’’ during 
level flight when the quantity of fuel 
remaining in the tank is equal to the 
unusable fuel supply determined under 
§ 29.959; 

(2) When two or more tanks are close-

ly interconnected by a gravity feed sys-
tem and vented, and when it is impos-
sible to feed from each tank sepa-
rately, at least one fuel quantity indi-
cator must be installed; 

(3) Tanks with interconnected outlets 

and airspaces may be treated as one 
tank and need not have separate indi-
cators; and 

(4) Each exposed sight gauge used as 

a fuel quantity indicator must be pro-
tected against damage. 

(c) 

Fuel flowmeter system. 

If a fuel 

flowmeter system is installed, each 
metering component must have a 
means for bypassing the fuel supply if 
malfunction of that component se-
verely restricts fuel flow. 

(d) 

Oil quantity indicator. 

There must 

be a stick gauge or equivalent means 
to indicate the quantity of oil— 

(1) In each tank; and 
(2) In each transmission gearbox. 
(e) Rotor drive system transmissions 

and gearboxes utilizing ferromagnetic 
materials must be equipped with chip 
detectors designed to indicate the pres-
ence of ferromagnetic particles result-
ing from damage or excessive wear 
within the transmission or gearbox. 
Each chip detector must— 

(1) Be designed to provide a signal to 

the indicator required by 
§ 29.1305(a)(22); and 

(2) Be provided with a means to allow 

crewmembers to check, in flight, the 
function of each detector electrical cir-
cuit and signal. 

(Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49 
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49 
U.S.C. 1655(c)) 

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as 
amended by Amdt. 29–13, 42 FR 15047, Mar. 17, 
1977; Amdt. 29–26, 53 FR 34219, Sept. 2, 1988] 

E

LECTRICAL

S

YSTEMS AND

E

QUIPMENT

 

§ 29.1351

General. 

(a) 

Electrical system capacity. 

The re-

quired generating capacity and the 
number and kind of power sources 
must— 

(1) Be determined by an electrical 

load analysis; and 

(2) Meet the requirements of § 29.1309. 
(b) 

Generating system. 

The generating 

system includes electrical power 
sources, main power busses, trans-
mission cables, and associated control, 
regulation, and protective devices. It 
must be designed so that— 

(1) Power sources function properly 

when independent and when connected 
in combination; 

(2) No failure or malfunction of any 

power source can create a hazard or 
impair the ability of remaining sources 
to supply essential loads; 

(3) The system voltage and frequency 

(as applicable) at the terminals of es-
sential load equipment can be main-
tained within the limits for which the 
equipment is designed, during any 
probable operating condition; 

(4) System transients due to switch-

ing, fault clearing, or other causes do 
not make essential loads inoperative, 

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